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Report: Serious runway incursion incident at Yogyakarta Airport, Indonesia
1 August 2014
Taxiway N2 and N3 at Yogyakarta Airport (NTSC)

Taxiway N2 and N3 at Yogyakarta Airport (NTSC)

A serious runway incursion incident at Yogyakarta Airport, Indonesia was caused by a serious communication issues, according to an NTSC report. 

On 20 November 2013, an Airbus A320 operated by Indonesia Air Asia operated on a scheduled passenger flight from Yogyakarta-Adisutjipto Airport to Bali-Ngurah Rai Airport,
with flight number AWQ 8411.
At 00:36 the pilot requested taxi clearance and was cleared to taxi to holding point runway 27 via November Two (N2) by the Adi Tower controller. The pilot reconfirmed that the taxiway was N2 and requested to taxi via November Three (N3) taxiway. The Adi Tower controller reconfirmed that the taxiway was N2 and continued by providing ATC clearance.
The pilot tought that they were cleared to taxi to the holding point for runway 27 which was located on the taxiway N3, close to the runway 27 threshold. There was no other traffic communicating with the Adi Tower controller at the time.
When the aircraft entered the runway the pilot in command shouted that there was an aircraft on final.
Almost at the same time the Adi Tower controller instructed AWQ 8441 to hold at the present position. The PIC instinctively selected the throttles to reverse and applied brake to stop the aircraft and if possible move it backward. The aircraft stopped with the nose section 16 meters past the yellow marking line of taxiway N2 on an approximate heading of 170°.
The landing aircraft, a Boeing 737-900 operated by Batik Air as flight number ID6360 was on a regular passenger flight from Jakarta -Soekarno Hatta Airport to Yogyakarta and was in contact with the Yogya Approach controller.
The Yogya Approach controller advised to the pilot that runway was clear and gave clearance to land if the runway insight.
The Batik pilot reported that the runway was in sight when the aircraft was 3.5 miles to touchdown. The Yogya Approach controller advised the pilot to contact Adi Tower controller after landing.
After noticing that the A320 aircraft had entered the runway, while the Batik aircraft was approximately at 600 feet, the Adi Tower controller advised to the Yogya Approach controller to instruct the Batik pilot to go around. The instruction was not passed to the Batik pilot with consideration that the 737 aircraft was on short final and a go around might jeopardized the safety of the flight.
The Adi Tower controller instructed the Batik pilot to go around, however this instruction was not acknowledged by the pilots.
Just after touched down, the Batik pilot saw that of the A320 aircraft was on taxiway N2 and the nose section had entered the runway. The Batik pilot then applied the maximum manual braking and full thrust reverse and the aircraft stopped at approximately 100 meters from the A320’s position.

The required landing distance for medium braking action was 6,614 feet (2,016 meters) and for good braking action 4,813 feet (1,467 meters). The actual landing distance of the Batik aircraft was approximately 1,650 meters.

The investigation determined contributing factors involved in this occurrence were:
• Misinterpretation between pilots and controller related to the position of holding point runway 27 and the taxi clearance had never been clearly clarified.
• There was no transfer of control from Yogya Approach controller to Adi Tower controller and the landing clearance for the Batik flight was issued by Yogya Approach controller resulting to the initiative instruction from Adi Tower controller to Batik pilot to go around was not acknowledged by Batik pilots.

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